Lock for door-motors.



J. F. MCBLROY.

LOCK FOR DOOR MOTORS.

APPLICATION funn APR. 19, 1911` Patented Mar. 25, 1913.

2 SHBIQTSSHEET l.

5&7, Al

J. F. MOELROY.

LOCK POR DOOR MOTORS.

APPLICATION HLBD APB.19,1911.

Panteaxmar. 25, 1913 MAIL..-

@wi/kmo@ ZEJ l? lfm UNirnD STATES Patriota? OFFICE.4

JAMES F. MOELRY, 0F ALBNY, NEW YORK, ASSIGNOR TO CONSOLIDATED CAR v"HlA'lING' COMPANY, A CORPORATIQN 0F WEST VIRGINIA.

LocK'FoR DooRMoToRs- Specification of Letters Patent.

Patented M a 1'. 25, 1913.

Original application tiled March 7, 1911, Serial No. 612,811.` Divided and this application tiled April 19,

' 1911. serial Nc. 622,029.

Tall j'zrzo/n It m (1 1/ concern .Be known 'that l, JAMES l". Mcllmcor. acitizen of the United States. residing at Albany, county of Albany, State of New `Y o"1`-k,`have'invented certain new and useful Improvements inLocle,` for Do'or-1\Iotors-,l

the following being a full, clear, and exact disclosure of the one form.' of my invention which I at present deem preferable.

l For a detailed description of the present form of my invention,reference may be had tothe following specification and to the accompanying drawing, which illustrates my `invention.

Figure l is a plan View of a door motor provided with myimproved loelr;v Fig. 2: 1s aside elevation thereof, and Figs. 3, 4, 5

and tlfshow the details.

y My invention relates to'an automatic lock for a door motor, preferably of the pneu- .'matictype, 'by which the door when closed by the motor will be locked automatically and automatically unlocked when' the motor Starts -to open the door. In one form of my invention. I so arrange the lock that it will automatically engage after a predetermined time intervalso Aas to reloek the' door'i'n I the event of the door failing to open and the 335.. facing each other but upon different levels,I

operator nelglecting'to ret-urn the controller handle to t e door-closing position.

T hls application ,is a division-of mv pend- March "7, 19111. l y v Turning tioljrgthe accompanying drawings A1 and 'A2 are :two open-ended cylinders,-

ing Aapplication lSerial lNo. 612,8ll, filed'` as more clearly appears'i'n Figli B1 and B2 `are cushioning or dash-pot 4 .cylinders corresponding respectively to AH yi0 i Acrossfhead D1, connected tothe pistou rodsaf and b. of the respecthef-cylinders 'A1 andB travels 'on the' set* ofj cylii'idersl A and' B', while a similarl cross-'head' D2 'connected to the piston rods ofthe cylinders .of travel. the `door being 'latchH is in the form of a bell-crank lever l)vith aj-do.\'n\vardly projecting branch H3.

right-hand closed end of the't'ylindt-r .V through the pipe 1. its: piston rod a? will be forced to the left and at the same time the piston incyliuder B1 will also move from the right. hand open end of that cylinder toward the left-hand eudQand tend to compress the air therein, which escapes'. however,y through a yrestricted outlet. Conversely. if the air is admitted to the lefthand closed end of cylinder A2 by thepipe f3. the piston rod d? will move to the right and the piston of cylinder B2 will similarly move to the right and provide the cushioning or dampeningefl'ect upon the action of ,the cylinder A?. On the cross-head Dl are two ears (l which are connected to the i door R through a link d' andthe offset link Il* on the door. I f l The several cylinders are provided with independent supports atv their opposite extremities and also at the centralpoint, where their ends meet,y the support at the extremi ties being provided by the end Istandards S', S3, and at4 the centeif by the intermediate standard S?.k this arrangement affording means forcasy 'removal of Ieither set of cylinders. '4 v t The arrangement and mode of operation as thus- Afar described constitute no part. of the'mventlon claimed in the presentapplicatiou. l

AOn' one of the Standards S1 (see, Figs.' 4.' 5` andti) is pivoted a hook or latch ll which` in ita'elevated` poSition, ywill engage the lower edge of the cross-head Dl and lock it ln position at the left-hand end of its rango then' shut. The

shown' in dotted lines in Figs.y 4 and 5 and in reafr elevation in Fig. C. which is engaged by anopei-ating spring H to throw theflatch upward into engagement with thecrossf'head D. ()n the standard S ,that'always tends there is also formed a 'cylinder K in which is a piston IK?. )vhoserpiston rod 1 carries at its outer end l'a block /cl in which is loosely pivoted one ,arm of ya sto'p' lever J. The Stop lover 'J isI also of bell-crank form and. hasl a horizontal branch constituting a stop for the latch H by engagement withv a lug 7i at the top and ou oiie'side of thelatch l-l. The lever J yis journaled in a bracket H2, which is Yshown in plan in 3 and in an end elevation in Fig. 6, but in Figs. 4 and 5 is merely indicated by dotted lines. The

piston K3 in cylinder vK acts against a` engaging the lug h on the latch H. This is the condition when air ressure is 'presentin the cylinder K and, if t e llatch should at any time be iniits raised osition in latching engagement with crossead D1, the adjmissionof air to cylinder Kwould lforce the piston Ka to the right againstl the force of the spring Kl and thereby turn. the stop lever J and cause the sto j to engage the lug i and thereby force own the latch H to release the cross-head D1. The cylinder- K with its piston Kx form a supplementary pneumatic motor for operating the lock. It will be understood that, while the door is moving to its losed position, there should.

be no air pressure on the cylinder K, so that when the door is nearly closed the crosshead1)s will strike thelatch H and, passing over the hooked end thereof, will first depress it against the force of its spring H until the door is fully closed, when the latch will rise again behind the cross-head D1 and lock the door. By this arrangement the door will be retained inits closed position,

not only by such air pressure as may exist in the operating cylinder ofthe motor, but also by the latch H. This positively prevents the door from opening after the train has started and also renders it impossible for .a passenger to open the door if the air should happen to.be cut oli' from the motor. To release the door it is obviously necessary to admit airpressure to the cylinder K and I show two methods for accomplishing this. In Fig. 5 there is a duct 6 which puts the rear end of motor cylinder A2 in communication with the cylinder K, as a consequence of which the admission of'air to cylinder Az by means of the pipe 3 to cause it'toA open the door, will simultaneously admit air to the cylinder K, which will act, in t e wa I have described, to draw down the atcb and release the door so that the air pressure in cylinder A2 may act in its normal way to move the door from its closed to its open position. The other arrangement is shown in Fig. 4, wherein the air is admitted to cylinder K by means of a special pipe 4 connected to the exhaust pipe of the motor. The relation of this pipe 4 to the rest of the piping is shown in Figs. 1 and 2. In these figures (l represents an air reservoir from which the au' passes by means ofY pipe 2,

first through a strainer g1, then through a stop cock g2, to the inlet side of the controlling valve F. This controlling valve 'need not be described in detail, it being well un derstood that. it may be of any ordinary type acting to admit air Vpressure to the power cylinder A1 by means of the pipe 1 or the cylinder A2 by means of the pipe In the former case it will.simultaneously connect the pipe 3 to the exhaust, while in the latter case-it will simultaneously connect Y' pipe 1 to the exhaust, so that when air isadmitted to the working end of either cylinder the working end of-'fhe opposite cylinder.

is connected to the exhaust. The exhaust pi e is shown at 5 and contains an adjustab e cock E. The exhaust pipe will be connected to its appropriate point of the controlling valve F, and the branch 4 therefrom closed, and that the air in the exhaust pipe, 5 and its branch 4 will ultimately leak butl through stock cock E at a rate dependent upon `the extent to which lthat cock is Open.

Bearing this arrangement. in mind, it will be understood that, assumin the door to be closed and that it is desire to open it, the control valve F will be turned in the proper direction to admit air to the door-opening.

cylinder A2, and at the same time to conneet the door-closing cylinder A1 to the exles haust. lThereupon the air which has been maintained in the door-closing cylinder Ax will flow into the exhaust pipe 5 and its branch 4, and so operate the cylinder K to release thev latch and permit the door to be opened bythe action vof cylinder A. If,

for any reason, the door should no t opened within a specified time, the air inV `1 the c linder K will leali` out throughlthef and allow the latch to comeback cock c to its locking position; The object ofthls arrangement is as follows: Dirt is aptftoAA collect in the door slides and cause the door r to stick, the air pressure being insulicient the dirt. motorrnan may for et to throwthe control,- ling valve to the d that w en the train starts the jarringmay cause le dirt to release its gri on the door, which l 'ns to move open iv ile the trulli is in motion. By thus` su plyin the locking cylinder K with air groin t e exhaust the door will be unlocked in the su'al manoorlclosing position, s'o v 120 to move it against the friction'caused `by Since the door does not ppen thel wcome locked again and therefore Cannot be jarred open by the movement of the train. By reversing the control vulve the motor1 man can again admit air to the exhaust pipe nd cylinder K and thereby canse the latch to be operated in the normal way.

'hat I claim :is new and desire to secure by Letters; Patent iS: y

l. The Combination with a door motor,

'i of an antmnatie lock for the door, a supplementziry pneumatic motor for said lock con muted to the exhaust of the door motor,

i and a cock for controlling the o eration of said supplementary motor by t e said exhaust. v

2. The combination with n pneumatic door motor, having a cylinder, iston, piston rodfiind cross-head, of a lock etween said crues-head and a stationary portion of the motor and zrpneumatie releasing device having a predetermined duration of time of operation.

In witness whereof I have hereunto setv my hand, before two subscribing witnesses, this fifteenth day of April 1911.

JAMES F. MGELROY. Wtnessee:

ERNEST D. JANSEN, ROBERT M. COCHRANE. 

